Transmission operating mechanism



Sept.,2, 1947. H. BAADE TRANSMISSION OPERATING MECHANISM Filed July 22, 1942 4 Sheets-Sheet'l INVENTOR HR'DE HENRY B a? Sept. 2, 1947. H. BAADE TRANSMISSION OPERATING MECHANISM Filed July 22, I942 4 Sheets-Sheet 2 7?; MAN/1.0

INVEN'IDR HENRY BHHDE BY A T RNEY Sept. 2, 1947. H. BAADE TRANSMISSION OPERATING MECHANISM 4 Sheets-Sheet 3 Filed July 22, 1942 INVEN'IUR HENRY BI? Ill Z,

ATTORNEY VJNVENTUR Elf/70E 4 Sheets-Sheet 4 HENRY BY Filed July 22, 1942 H BAADE TRANSMISSION OPERATING MECHANISM etented Sept. 2, 394%? attain TRANSMISSION QPERATKNG MECHANISM Henry Baade, South Bend, End, assignor to Bendix Aviation Corporation, South Bend, IncL, a

corporation of 'elaware Application .luly 22, 1M2, Serial No. 451,849

This invention relates to transmission operating means and particularly to means for operating two separate change-speed transmissions constituting part of the power plant'of a self-propelled vehicle.

The principal object of my invention is to provide a manually and power operated mechanism for actuating two separate change-speed transmissions, said transmissions constituting a part of the power plant of an armored military vehicle having a plurality of engines and a plurality of driven wheels.

A further object of my invention is to provide a simple and compact mechanism of relatively few moving parts for simultaneously operating one or the other of two separate change-speed transmissions of an armored car or a vehicle such as a truck or bus.

Yet another object of my invention is to provide a mechanism for operating one or the other or both of two separate change-speed transmissions of a self-propelled vehicle, said mechanism including manually operated means for-selecting the particular transmission to be operated or for so operating the mechanism as to make possible the simultaneous operation of both transmissions and said mechanism further including manually and power operated means operative to first select a certain operation of the transmission or transmissions and then establish said transmission or transmissions in the desired gear ratio setting.

A further object of my invention is to so construct this transmission operating mechanism as to prevent the aforementioned transmission selecting operation of the mechanism When one or the other or -both of the transmissions is or are established in gear.

A further object of my invention is to provide a manually controlled power and manually operated transmission operating mechanism for operating two separate change-speed transmissions each having a plurality of shift rails, said mechanism being manually operated to select the operation'of one or the other 'or both of said transmissions, manually operated to effect a shift rail selecting operation of the mechanism and power and manually operated to establish the desired gear ratio setting operation of the mechanism, said latter operation being such that the operator is conscious of the degree of force being exerted by a pressure difierential operated motor constituting a part of the mechanism.

Yet another object of my invention is to provide a mechanism for operating one or the other or both of two change-speed transmissions con- 12 claims. (cits-335) stituting a part of the power plant of a self-propelled vehicle, said mechanism includin a pressure differential operated motor for in part operating one or the other or both of said transmissions, a manually operated selector lever and force transmitting means interconnecting the selector lever, the power element of the motor and the selected transmission or both transmissions, the parts of said force transmitting means being so constructed and arranged as to make possible a follow-up control of the motor.

Yet another object of my invention is to provide, in a self-propelled vehicle having tw separate power plants, each comprising an internal combustion engine and a change-speed transmission, mechanism for operating one or the other or both of said transmissions comprising two bodily movable and rotatable shafts spaced apart and extending parallel to each other lengthwise of the vehicle and means for operating one or the other or both of said shafts consisting of a manually operable transmission selecting lever, a manually operable shift rail selecting and gear establishing selector lever, a pressure difierential operated motor which houses its control valve mechanism and force transmitting means interconnecting the power element of the motor, the control valve mechanism, the selector levers and the transmission operating shafts.

A further object of the invention is to so con- I struct said force transmitting means that the same includes a bodily movable key means for effecting a transmission selecting operation of the mechanism and force transmitting linkage so constructed and so operative that the driver is at all times, during the operation of the motor, conscious of the degree of transmission operating force being exerted by said motor, said force transmitting linkage also efiecting a follow-up control of the valve mechanism, a partial manual operation of one or the other or both of the transmissions concurrently with a, power operation thereof and a complete manual operation of one or the other or both of said transmissions in the event of failure of the power means.

Other objects of the invention and desirable details of construction and combinations of parts will become apparent from the following description of a preferred embodiment, which description is taken in conjunction with the accompanying drawings, in which:

Figure 1 discloses an armored car having incorporated, in the power plant thereof, the trans mission operating mechanism constituting my invention;

Figure 2 is a view disclosing, in perspective, the transmission operating mechanism of my invention;

Figure 3 is a sectional view disclosing in detail Figure 5 is a view, similar to Figure 4, disclos-.

ing the parts of the motor controlling valve means in their transmission neutral position;

Figure 6 is a view similar to Figure 4, disclosing the parts of the valve in position to effect one of the shift rail moving operations of the motor;

Figure 7 is a sectional view, taken on the line 'l-l of Figure 10, disclosin details of the transmission controlling selector lever and the housing therefor;

Figure 8 is a view disclosing the lever operable to select the transmission to be operated;

Figure 9 is a sectional view, taken on the line 9-9. of Figure 10, disclosing certain details of the housing for the transmission controlling selector lever; and

Figure 10 is a top plan view of the housing for the transmission controlling selector lever.

Ther is disclosed in Figure 1 an armored car- Describing now the construction of this transmission operating and controlling mechanism which is disclosed somewhat diagrammatically in Figure 2 there are provided two spaced apart parallel shafts 68 and 62 connected respectively with the four speeds forward and reverse selective gear transmissions 38 and 28. It is to be understood, however, that my invention is not necessarily limited to means for operating two fourspeeds forward and reverse transmissions,

The most important unit of the power means for operating the transmissions 28 and 38 is the double ended double acting air suspended vacany self-propelled vehicle including in its power plant two separate change-speed transmissions each operated by a bodily movable and rotatable rod, said rods extending parallel with each other;

Referring now to Figure 1 disclosing a preferred embodiment of my invention the armored car includes a turret-like housing I8 provided with machine gun openings 12 and I4, an opening I6 receivin the muzzle of a larger gun or cannon and a trap door I8. Openings 28 and 22 receive the muzzles of other guns and headlights 24 and 26 also constitute parts of the car which is merely sketchily disclosed in Figure 1.

My invention constitutes a part of the power plants of the armored car disclosed in Figure 1 and particularly the means for operating the four speeds forward and reverse change-speed, transmissions 28 and 38 which, together with friction openings in its ends to receive a pin 84.

clutches or fluid clutches or both, constitute a Y shown, said three mechanisms being drivably connected by axles to three separate sets of drive wheels 54, 56 and 58 respectively.

At this juncture it is to benoted that applicant makes no claim to any feature of the armored car or its power plant as above described, for applicant's invention is limited solely to means for operating and controlling the change-speed transmissions 28 and 38.

uum operated motor 64 disclosed in Figure 3 and this unit includes a piston or power element 66 and a casing 68 preferably universally secured, by means including a stud I8, to the vehicle chassis. The motor is operative when energized to bodily move one or the other or both of the shafts 68 and 62 to establish the one or the other or both of the transmissions 28 and 38 in gear. As will be described'more fully hereinafter the force exerted by the piston 66 in effecting this operation is in-addition to that exerted by the physical effort of the driver and the degree 'of this force is directly proportional to the effort exerted by the piston.

The motor 64 is controlled by valve means housed within the motor and comprises two relatively movable valve members. One of these valve members, indicated by the reference numeral I2, constitutes the end portion of a hollow connecting rod 14 and the remaining valve mem ber, indicated by the reference numeral I6, is aspool-shaped member having a sleeve portion I8 tightly fitting over one end of a hollow valve operating rod 88 extending within the connecting rod I6. To the outer end of the rod 14 there is fixedly secured two spaced straps I5; and to the outer end of said straps there is fixedly secured a U-shaped member 82 having aligned Only one of the straps I5 is disclosed in Figure 3 and between said straps there extends a pin I84 which is referred to hereinafter. To the outer end of the valve operating rod 88 there is secured at 86 a bent tube 88 to which a conduit is secured,

I not shown, leading to one or both of the intake manifolds of the engines 32 and 34;

A crank 98, Figure 2, fixedly secured at one of its ends to a cross shaft 92, preferably extends downwardly and is provided at its lower end with movable lengthwise and is supported by brackets 98 and I88 secured to the chassis or any unit fixed thereto, said brackets having sockets 'thereinto receive the ends of the shaft, said sockets being deep enough to permit the endwise movement of said shaft. Through the enlarged portion 94 of the crank 98 there extends a bentend portion I82 of therelatively short pin I84 preferably welded or otherwise permanently secured at I86 to the tube 88. As disclosed in Figure 2 idler lever members I88 and H8 are mounted one on each side of the crank 98, the supports for said lever members consisting of the pin 84, a pin 2 extending through the crank and a pin H4 extending through a relatively large opening H6 in the crank 98. The pin II4 extends through the idler lever members and into mounted on the cross saft 82 and to adjacent ends of these members are fixedly secured U- shaped members I24 and I26 also rotatable on said shaft and having openings therein through which the cross shaft extends. The U-shaped members I24 and I26 are spaced from arms I28 and I60 of the lever member H by means of spacer members I32 and I34 rotatably mounted on the shaft 92 and spacer members I36 and I36 are interposed between said arms and the crank 60. To the.outer ends of the sleeve members I20 and I22 there are fixedly secured downwardly extending cranks I40 and I42 respectively which are universally connected, preferably by ball and socket joints I64 and I46, to the ends of the transmission operating shafts 66 and 62.

To one end of the cross shaft 02 there is fixedly secured a curved crank I46 which extends downwardly and outwardly and to its end, there is secured a ball fitted within a socket in a block I52 which is secured at its ends to the lower ends of cranks I54 and I56 fixedly secured to a hollow rod I56. This ball and socket joint 'is indicated by the reference numeral I50. The rod is supported in part by a bracket, not shown, secured to the chassis of the vehicle and extends at its outer end into a housing I62 secured in place adjacent the drivers seat 42. The top of the housing or box-like member I62 is provided with the irregular shaped opening disclosed in Figures 2 and to provide means for guiding the movement of a selector lever I66 as the same is moved to first effect a shift rail or cross shift selecting operation of one or the other or both of the transmissions 28 and 36 and then effect a meshing of the gears of either one or both of said transmissions to establish the same in gear. The selector lever I66, as disclosed in Figures '1 and 9, is pivotally mounted upon a pin I66 extending therethrough and said pin extends through openings in the ends of arm members I68 and I10 which extend from the end of the rod I56 lying within the housing member I62. The end I12 of the lever member I64 is enlarged as disclosed in Figure 7 and fits within a rectangular shaped opening in the base of the housing member. Lateral movement of the lever I64 to effect a shift rail selecting operation of a transmission or both transmissions results in a rotation of the rod I58 about its longitudinal axis, the end I12 of the lever moving across the rectangular opening in the housing. The movement of the lever I66 in a plane extending through the axis of the rod I58 results in a bodily movement of the rod I58, the end I12 of the lever fulcruming either at I14 or I16 of Figure 7. The rod I58 is cut away as disclosed in Figure 7 to make possible the movement of the lever and the rod.

The means for effecting the transmission selecting operation of the mechanism constituting ber from one or the other of the U-shaped memhere, to thereby adjust the mechanism for an operation of but one of the two transmissions,

. there is provided a rod I66 secured at one of its 'vacuum to operate the motor 64.

ends to the key member I16 and at its other end to the cable IBI of a Bowden control I82, one end of the conduit of which is secured to a support I64 mounted on the shaft 62 and at its other end to the crank I50 at the end of the rod I68. The cable extends through the rod I56 and at its end is preferably provided with a cylinder I86 slidably fitted within said rod. A

knob I88 secured to the member I86 .is provided as a means for manually moving the cable and Figure 2 to receive the end of a rod I92 secured at one of its ends to the lever member II8.

Describing now the operation of the transmission operating mechanism constituting my invention, and incidentally completing the description of certain details thereof, it will be assumed that both engines 32 and 34 are idling, .thereby making of their intake manifolds a source of It will also be assumed that both of the transmissions and the motor are in their transmission neutral position and that the key memberIlB is in the position disclosedin Figure 2, that is the position to render the mechanism of my invention operative to operate both of the, transmissions. When the air suspended motor 64 is in its transmission neutral position the piston 66 and valve members 12 and 16 are in the positions disclosed in Figure 3, that is compartments I94 and I96 of the motor are vented to'the atmosphere via ports I98 and 200 in the valve member 12. The port 200 then interconnects. the compartment I96 with the interior of the rod 14 which is vented to the atmosphere via ports 202 and 204- and a nipple 206 and the port I98 interconnects the compartment I94 with a compartment 208 outlined by a plug 2 II) in the end of the connecting rod I4 and the end face of the valve member 16. The latter compartment is at all times vented to the atmosphere via a duct 2I2 in the valve member 16, the interior of the rod 14, ports 202 and 2I4 and the nipple 206.

To place the transmissions of the armored car in first gear the driver first rotates the selector lever I66 laterally until it lies in a groove marked I and 2, Figure 10, and the driver then moves said lever to the position marked I in said figure. By so operating the mechanism the rod I56 is first rotated-counterclockwise about its axis, thereby rotating the cranks I54 and I56 in a counterclockwise direction. The crank I48 is thus bodily moved to the right, Figure 2, to bodily move as a unit the cross shaft 62 and all of the force transmitting links, levers, spacers, cranks, etc., mounted on said shaft. The cranks I40 and I62 are thus bodily moved to the right thereby efiecting a clockwise rotation of the shafts 60 and 62 about their longitudinal axis. This operation of the shafts results in what is known in the art as a cross shift or shift rail the cylinder 68 moves angularly upon its universal mounting.

After the above described shift rail selecting operation is completed by lateral movement of the lever I64 the rearward movement of said lever effects the first gear setting of the trans missions. In the latter operationof the lever I64 the same fulcrums at I16 thereby bodily moving the rod I58. This movement of the rod serves to move the block I52 and through the intermediary of the ball and socket joint I50 serves to rotate the crank I48 and shaft 92 clockwise. The crank 90 is also rotated clockwise and this movement of said crank results in a counterclockwise rotation of the idler levers I08 and II about the pin II4 which is at the time stationary by virtue of the resistance to movement offered by the transmission mechanism. The clockwise rotation of the crank 90 and the counterclockwise rotation of the levers I08 and H0 serve to simultaneously move in opposite directions both parts I2 and I6 of the valve to crack, that is open, the same, the openings 96 and I I6 in the crank 90, which are larger in diameter than the diameter of the pins 94 and H4 respectively,.making possible this movement of the. valve 16' and idler levers. The valve members are then'positioned as disclosed in Fig- 8 continued movement of the valve member 12 would operate to lap the valve, all as will be described hereinafter. The lapping of the valve would then stop the movement of the piston 66 short of its first gear position.

It is assumed now that during theaforememtioned movement of the rods 60 and 62 to establish the transmission in first gear the operation Of the synchronizer of each'transmission i initiated and when this occurs the rods 60 and 62 come to an abrupt stop. The motor 64 bein energized at the time by virtue of the valve I2, I6 being opened it follows that the force exerted by the piston 66 will progressively increase in inverse proportion to the degree of gaseous pressure within the compartment I94 which pressure progressively decreases so long as the valve remains open. It follows therefore that as the synchronizer is functioning it will be necessary, if-

it is desired to progressively increase the load exerted bythe piston 66, to progressively increase the force exerted by the driver upon the selector lever I64 to maintain the valve open; for it will be noted, from an inspection of Figure 2, that in order to prevent the idler levers I28 and I30 from rotating clockwise and thereby lapping the valve, it is necessary that the force exerted by the crank 90 upon said levers through the intermediary of the pin I I2 be progressively increased as the force exerted by the piston 66 is progressively increased. i

If, before the operation of the synchronizer is initiated the driver wishes to stop the movement and the interior of the hollow valve operating rod 80. As previouslyldescribed this rod is connected to the source of vacuum by a tube 68 and a conduit or conduits, not shown. The motor compartment I96 is then vented to the atmosphere via the port 200 and the interior of the rod 14 which is vented to the atmosphere as previously described. The compartment I 94 being then partially evacuated and the compartment I96 being at atmospheric pressure it follows that the piston 66 is subjected to a differential of pressures resulting in the piston, and the force transmitting means connected thereto, being moved to the left, Figure 2, to establish the transmissions in first gear.

Describing the first gear operation of the mechanism in greater detail, when the piston 66 moves toward its low gear position, that is.to the left, Figure 2, the idler or what may also be termed reaction levers I28 and I30 tend to rotate clockwise thereby exerting a load upon the pin II2 which would result in a clockwise rotation of the two arms of the U-shaped lever member II8 if the movement of the crank 90 were stopped. It

' follows therefore that if the crank 90 is kept in motion after the valve is cracked then all of the valve operating members disclosed in Figure 2 move as a unit in a clockwise direction; and this operation results, through the intermediary of the key member I18, in a clockwise rotation of the U-shaped members I24 and I26 and the cranks I40 and I42 connected thereto. The shafts 60 and 62 are thus bodily moved to the left, Figure 2, to establish the transmissions in first gear.

In the above described operation it is assumed that the driver keeps the selector lever I64 in motion until the transmissions are established in first gear; for if said lever were not kept in motionv then the valve-mechanism, by virtue of the immobility of the valve member 16 and the of the rods 60 and 62 the driver has merely to stop the movement of the selector lever I64. If thi is done there follows what is known as the above referred to follow-up-to-lap operation of the valve mechanism. The valve parts then assume the positions disclosed in Figure 5; the valve member I2 continuing to move until the port I98 is covered by a land 2I8 of the valve member I6. The system is then in a state of equilibrium inasmuch as the connection between the motor compartment I94 and the source of vacuum is cut off. When the selector lever I64 is again moved to complete the operation of placing the transmissions in first gear, the valve member 16 is again moved and the valve parts again assume the relative positions disclosed in Figure'fi. This recracking of the valve results in the motor 64 being again energized, for when the compartment I94 is again connected with the source of vacuum, air is evacuated from said compartment resulting in a different differential of pressures acting on the piston 66.

There is thus provided a pressure differential operated motor, the position of the piston, except when the synchronizer is functioning, being controlled by the position of the selector lever I64; and this is known in the art as a follow-up control. It i also to benoted that the driver may, should the motor fail, move the shafts 60 and 62 solely by his physical effort. This is accomplished by rotating the crank until the lost motion between said crank and the pin 4 is taken up whereupon further rotation of said crank effects a movement of said pin and the levers I 28'and I30 connected thereto. With the mechanism disclosed in Figure 2 and heretofore tion as levers of the firstclass and that the force a exerted by these levers to rotate the lever H8 is the sum total of the force exerted by the piston 86 and that exerted by the physical eflort of the driver. The length of the lever arms of the levers I28 and I38 may be varied at will to determine the desired ratio of the two forces. Inasmuch as the force exerted by the selector lever I65 is always directly proportional to the force exerted by the piston 66 it follows that the driver is at all times conscious of the degree of force exerted by said piston. This feature of applicants transmission operating mechanism is known in the art as the feel of said mechanism.

It will be assumed now that the transmissions 28 and 30 are established in first gear whereupon the driver reengages the friction clutches, if the armored car is equipped with such mechanisms, and increases the speed of the engines to effect the desired speed of the vehicle.

To establish the transmissions in second gear the selector lever is moved toward its second gear position disclosed in Figure 2 whereby the cross shaft 92 and crank 90 arerotated counterclockwise. The operation of the above described lever mean and the valve means I2, 76 connected thereto is just the reverse of previously described operation; accordingly, it i not necessary to describe this second gear operation of the mechanism in detail. Suflice it to say that when the valve is opened the parts I2 and It'thereof take the positions disclosed in.Figure 4 and when-the valve is lapped said parts take the poslitons disclosed in Figure 5. It follows therefore that when the valve is. opened the compartment Est of the motor 6-4 is partially evacuated and the compartment I95 is vented to the atmosphere; and this results in an energization of the motor to establish the transmissions in second gear. Since the operation of the parts of the mechanism is merely reversed as to the direction of movement it also follows that in establishing the transmissions in second gear there is provided the above described follow up control of the motor M and the desired feel whereby the driver is at all times conscious of the degree of force being exerted by said motor.

To establish the transmissions in their third and fourth gear settings the driver, after neutralizing the motor 64 by moving the selector ltd to its transmission neutral position, again efiects the above described shift rail selecting operation of the mechanism by moving said selector to the right, Figure 2, into the slot indicated by the numerals 3 and 4. The selector is then moved to either its third or fourth gear position as desired, to operate the transmissions. It will also be apparent that after neutralizing the transmis-i sions the same may be established in their reverse gear settings by moving the selector lever to the position indicated by the reference letter R, in Figure 2.

Now in operating the armored car it is ofttimes unnecessary to employ both of the power plants to drive said car; accordingly, either one of said plants may be disabled by operating the manually operated transmission selecting mechanism controlled by the selector lever tilt. To disable the power plant of which the transmission 28 is a part the driver moves the lever ltd forwardly to the position indicated by the letters L--ON in Figure 8. This operation serves to tension the cable I8l and draw the key member I18 to the left, Figure 2, out of mesh with the member I26. It will be obvious therefore that subsequent operation of the selector I66 and the power means controlled thereby will have no efiect on the members I26, I22 and I62 connected to the shaft 62; that is, no effect to bodily move the shaft 62 to establish the transmission 28 in gear.. These operations of the selector merely serve to eifect an operation of the shaft 66 to establish the transmission 30 in the desired gear ratio setting.

To disable the power plant of which the trans mission 30 is a part the driver moves the selector lever I88 to the position indicated by the letters R-ON in Figure 8. This operation serves to move the key member I18 to the right, Figure 2,

out of mesh with the member I25. All subsequent operations of the selector ltd serve merely tooperate the shaft 82 to establish the transmission 28 in the desired gear ratio setting; for the force transmitting mechanism is then inoperative to bodily move the shaft 60.

To render the transmission operating mechanism of my invention operative to actuate both transmissions 28 and 30 the selector I88 is moved to the position indicated by the letters R and L, Figure 8. In this position of the selector I88 the key member H8 is meshed with both of the members I24 and I26 thereby making possible the above described simultaneous gear shifting movement of the shafts 60 and 62. v

It is desirable to prevent a transmission selecting operation of the lever I88 when either one or both of the transmissions are in gear; accordingly, as an additional feature of my invention,

4 there is provided the plate I99 slotted as disclosed in Figure 2 to receive the rod I 92. With this mechanism it is impossible to move the key member I I8 until both transmissions are in their neutral position; for in this position the rod I92, which is secured to the member I18, is free to be reciprocated in a slot in the plate IQIi indicated by the reference numeral 290; and when either or both of the transmissions are established in gear then the rod I92 is positioned in one of the longitudinally extending slots of said plate.

There is thus provided in the mechanism con- =stituting my invention a simple and compact manual and power operated mechanism serving to operate either one or the other or both of two selective gear transmissions of. a self-propelled vehicle.

While one illustrative embodiment has been described, it is not my intention to limit the scope of the invention to that particular embodiment, or otherwise than by the terms of the appende claims. l

I claim:

1.' In a self-propelled vehicle having a plurality of change-speed transmissions each including a plurality of shift rails, mechanism for operating one or the other or both of said transmissions comprising a pressure differential operated motor, two separate manually operated selector levers and force transmitting means interconnecting the selector levers, motor and transmissions, said force transmitting means being operable, with a certain operation of the selector levers, to efiect first a transmission selecting operation of the mechanism, to then efiect a shift rail selecting operation of said mechanism and lastly to effect a gear establishing operation tor, a two part valve means for controlling the operation of said motor, manually operated selector mean including two separate selector levers mounted adjacent the drivers seat and force transmitting means interconnecting the selector levers, the power element of the motor, the two valve parts and the transmissions, said force transmitting means comprising manually operated means including a Bowden control operable to select for operation one or-the other or both of said transmissions and further comprising means including a cross shaftand a plurality of force transmitting means mounted on'said shaft for effecting a shift rail selecting operation of the mechanism and then effecting a gear establishing operation of said mechanism.

3. In a self-propelled vehicle having a plurality of change-speed transmissions each including a plurality of shift rails, mechanism for operating one or theother or both of said transmissions comprising a pressure differential operated motor, motor controlling valve means, two separate manually operated selector lever members plurality of shift rails, mechanism for operating one or the other or both of said transmissions comprising two parallel bodily movable and rotatable shafts, a pressure differential operated motor, a valve for controlling the operation of the motor, manually operated selector means including two separate selector levers mounted adjacent the drivers seat and force transmitting means interconnecting the selector levers, motor, valve and transmissionscomprising manually operated means including a Bowden control operable to select for operation one or the other or both of said transmissions and means includr ing a cross shaft and a plurality of force transmitting means mounted on said shaft for effecting a shift rail selecting operation of the mechanism by bodily moving the cross shaft and force transmitting means mounted thereon to thereby impart a rotation of said first mentioned shafts and then effecting a gear establishing operation of said mechanism by imparting, by virtue' of the operation of said cross shaft, force transmitting means mounted thereon and the aforementioned pressure differential operated motor, a bodily movement of one or the other or both of said first mentioned shafts.-

5. In a self-propelled vehicle provided with two change-speed transmissions having shift rails, means for operating one or the other or both of said transmissions comprising two'bodily movable and rotatable transmissionoperating shafts exoperation of said motor, two manually operated selector levers, one operable to effect a transmission selecting operation of the transmission operating means and the other operable to effect a shift rail selecting and gear establishing operation of said means and force transmitting means interconnecting the power element. of said motor, the valve means, the transmission operating shafts and the selector levers, said force transmitting means comprising a bodily movable cross shaft and further comprising means mounted upon said cross shaft.

6. In a self-propelled vehicle provided with two change-speed transmissions including shift rails,

means for operating one or the other or both of said transmissions comprising two bodily movable and rotatable transmission operating shafts extending parallel to each other lengthwise of the vehicle and spaced apart, and means for bodily moving one or the other or both of said shafts to effect a meshing of gears and for rotating the shaft to be operated to effect a shift rail selecting operation, said means comprising a pressure differential operated motor, valve means for controlling'the operation of said motor, manually operated selector means comprising two separate levers mounted within easy reach of the driver and force transmitting means interconnectin the selector levers, the transmission. operating shafts, the valve means and the power element of the motor, said force transmitting means including means interconnecting one of the selector levers, a part of the valve means and the transmission operating shafts and further including means interconnecting the power element of the motor, a part of the valve means, and the transmission operating shafts.

'7. In a self-propelled vehicle provided with two change-speed transmissions including shift rails, means for operating one or the other or both of said transmissions comprising two bodily movable and rotatable transmission operating shafts extending parallel to each other and spaced apart, and means for bodily moving one or the other or both of said shafts to effect a meshing of gears and for rotating the shaft to be operated to effect a shift rail selecting operation, said means comprising a pressure differential operated motor, a two part valve for controlling the operation of said motor, manually operated selector levers, one operable to effect a transmission selecting operation of the transmission operating means and the other operable to effect a shift rail selecting and. gear establishing operation of said means and force transmitting means interconnecting the power element of said motor, the valve means, the transmission operating shafts and the selector levers, said forcetransmitting means comprising a bodily movable cross shaft and further comprising force transmitting means mounted upon said cross shaft, said latter force transmitting means including a U-shaped lever member rotatably mounted on said cross shaft, means interconnecting said lever member with one or the other or both of said transmission operating shafts and a plurality of lever members and a crank positioned within the U-shaped lever member, said crank being directly connected to one part of the aforementioned valve means. i

8. In a self-propelled vehicle provided with two change-speed transmissions having shift .rails, means for operating one or the other or both of said transmissions comprising two bodily movable and rotatable transmission operating shafts 13 extending parallel to each other and spaced apart, and means for bodily moving one or the other or both of said shafts to effect a meshing of gears and for rotating the shaft to be operated to effect a shift rail selecting operation, said means comprising a pressure differential operated motor including a two part valve means for controlling the operation of said motor, two manually operated selector levers, one operable to effect a transmission selecting operation of the transmission operating means and the other operable to effect a shift rail selecting and gear establishing operation of said means and force transmitting means interconnecting the power element of said motor, the valve means, the transmission operating shafts and the selector levers, said force transmitting means comprising a bodily movable cross shaft and further comprising means mounted upon said cross shaft saidlatter means including a U-shaped lever member rotatably mounted on said shaft, means for interconnecting said lever member with one or the other or both of said means for operating one or the other or both of said transmissions comprising a plurality of selector levers mounted adjacent the driver's seat, a pressure differential operated motor, valve means for controlling the operation thereof, two bodily movable and rotatable transmission operating shafts one connected with each transmission and force transmitting means interconnecting the power element of said motor, the valve means, the selector levers and said shafts, said force transmitting means including a bodily movable cross shaft, a cluster of lever members mounted on said shaft and means interconnecting one of said cluster of levers with the transmission operating shafts said means comprising two members sleeved over said cross shaft, one

side of the cluster of levers and the other of said members being positioned on the other side of the transmission operating shafts and a plurality of lever members and a crank positioned within the U-shaped lever member said crank being fixedly connected at one of its ends to the cross shaft and connected at its other end to one part of the valve means.

9. In a self-propelled vehicle provided with two change speed transmissions having shift rails, means for operating one or the other or both of said transmissions comprising a plurality of selector levers mounted adjacent the driver's seat of the vehicle, a. pressure differential operated motor, valve means for controlling the operation of the motor, two bodily movable and rotatable transmission operating shafts one connected with each transmission and force transmitting means interconnecting the power element of said motor, the valve means, the selector levers and said shafts, said force transmitting means including a bodily movable cross shaft, a crank secured to said shaft, a two-armed lever member rotatably mounted on said shaft, means interconnecting said crank, lever member, valve means and power element of the motor, means for interconnecting said lever member with the transmission operating shafts, means interconnecting one of said selector levers with the cross shaft and means interconnecting the other of said selector levers with the lever member.

10. In a self-propelled vehicle provided with two change speed transmissions having shift rails, means for operating one or the other or both of said transmissions comprising a plurality of selector levers mounted adjacent the driver's seat, a pressure differential operated motor, valve means for controlling the operation thereof, two bodily movable and rotatable transmission operating shafts one connected with each transmission and force transmitting means interconnecting the power element of said motor, the valve means, the selector levers and said shafts, said force transmitting means including a bodily mov able cross shaft, a cluster of lever members mounted on said shaft and means interconnecting one of said cluster of levers with the transmission operating shafts said means comprising two members sleeved over said cross shaft, one of said latter members being positioned on one side of the cluster of levers and the other of said members being positioned on the other side of the cluster of levers.

11. In a self-propelled vehicle provided with two change speed transmissions having shift rails,

cluster of levers and further'comprising a key member slidably mounted'in the last mentioned lever member.

12. In a self-propelled vehicle provided with two change speed transmissions having shift rails,

means for operating one or the other or both of said transmissions comprising a plurality of selector levers mounted adjacent the driver's seat of .the vehicle, a pressure differential operated motor, valve means for controlling the operation thereof, two bodily movable and rotatable transmission operating shafts one connected with each transmission and force transmitting means iriterconnecting the power element of said motor. the valve means, the selector levers and said shafts, said force transmitting means including a bodily movable cross shaft, means interconnecting said shaft and one of the selector levers including a hollow shaft having crank means on one end thereof, means mounted on said cross shaft for imparting both a shift rail selecting and gear establishing operation of one or the other or both of the transmission operating shafts said latter means including a power and manually operated U-shaped lever member having two arms each pivotally mounted on the cross shaft, means for interconnecting said arms with the transmission operating shafts comprising members sleeved over and rotatably mounted on the cross shaft and further comprising a key member which member also serves as means for selecting the operation of one or the other or both of the change-speed transmissions.

HENRY BAADE.

- REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS I Date Number Name 1,502,240 Ford July 22, 1924 1,742,749 Bock Jan. 7, 1930 1,880,126 Fageol Sept. 27, 1943 2,026,827 Dillon Jan. 7, 1936 2,132,450 Wolf Oct. 11, 1938 2,152,914 Price .et a1 Apr. 4, 1939 2,161,153 Gallun et a June 6, 1939 2,212,955 Price et a]. Aug. 2'7, 1940 2,245,714 Price et a1 June 17, 1941 2,267,066 Wolf Dec. 23, 1941 2,277,913 Kesling Mar. 31, 1942 2,289,655 Kesling July 14, 1942 2,292,910 Thornton Aug. 11, 1942 2,305,927 Kummich Dec. 22. 1942 2,324,542 Sohon' July 20, 1943 r Certificate of Correction p Patent No. 2,426,722. September 2,;(1947.

HENRY BAADE It is hereby certified that errors appear in the printed specification of th numbered patent requiring correction as follows:

Column 4, line 25, for the word force read force; and that the said Letters Patent should be read with these corrections therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 7th day of December, A. D. 1948.

e abov e eflort; line 26, for effort read THOMAS F. MURPHY,

Assistant Commissioner of Patents.

, numbered patent requiring correctio Certificate of Correction Patent No. 2,426,722.

HENRY BAADE ors appear in the printed specification 0 n as follows:

force read effort; line 26, for efiort read I t is hereby certified that err f theeb'ove Column 4, line 25, for the word force; and that the said Letters Patent should be read with these corrections therein that form to the record of the case in the Patent Office.

the same may con Signed and sealed this 7th day of December, A. D. 1948.

THOMAS F. MURPHY,

Assistant Commissioner of Patents.

September e 

